Canopy actuating mechanism



Oct. 9, 1951 A. DOW ETAL CANOPY ACTUATING mzcmmxsu 3 Sheets-Sheet 1 Filed July 23, 1948 INVENTOR. .flrUzur L. Doza Y Kndreu 1/. Palson ATTORNEY Oct. 9, 1951 A. L. DOW ETAL CANOPY ACTUATING MECHANISM 3 Sheets-Sheet 2 Filed July 23, 1948 aaaaaaaaaaa F ATTORNEY Oct. 9, 1951 A. DOW ETAL 2,570,434 v CANOPY ACTUATING MECHANISM Filed July 2a, 1948 3 Sheets-Sheet 3 INVENTOR.

flrflzur L. Dow

'BY Andrezuffi nelson v A1 TORNE Y Patented Oct 9, 1951 CANOPY ACTUATING MECHANISM Arthur L. Dow, Easton, and Andrew J. Nelson, Stratford, Conn., assignors to- United Aircraft Corporation, East Hartford, Conn., a corporation of Delaware Application July 23, 1948, Serial No. 40,304 '1 Claims. (Cl. 2s8 o) This invention relates to aircraft and particularly to power operated mechanism for controlling the movements of a cockpit canopy and the like.

It is an object of this invention to provide a fluid operated mechanism for movin an aircraft cockpit canopy including a strut having internal control means to selectively extend, retract, Or lock the canopy in any intermediate position.

It is a further object of this invention to provide a fluid operated mechanism for moving aircraft canopies and the like wherein the mechanism comprises a strut having internal valve means for elfectively controlling the flow of fluid to permit manual operation of the canopy.

It is a still further object of this invention to provide in combination with the canopy operating mechanism, a control for selecting working fluid from a plurality of sources.

Another object of this invention is to provide a fluid operated cockpit canopy actuating strut having internal valve mechanism which can cause the strut to stop at any position intermediate the fully extended and retracted positions.

A further object of this invention is to provide a cockpit canopy actuating mechanism wherein the canopy is normally moved by hydraulic pressure and is opened by a high pressure gaseous fluid during emergency conditions.

These and other objects and advantages of this invention will becomeapparent from the 'following detailed description of the drawings wherein a preferred embodiment has been illustrated.

In the drawings,

Fig. 1 is a side elevation of an aircraft cockpit section showing a fluid operated mechanism according to this invention for controlling a cockpit sliding canopy;

Fig. 2 is a cross sectional view showing the hydraulic strut of this invention in a completely retracted position (canopy open) with the internal slide valve moved to a position which will cause the strut to extend;

Fig. 3 is a partial cross section of one end of the hydraulic strut showing the piston and valve portion of the strut with the internal valve in a neutral or strut locked position;

Fig. 4 is a partial cross section of the strut with the internal valve in a position which will cause the strut to retract Fig. 5 is similar to Fig. 4 .but shows the internal valve in a position which permits manual movement of the strut and canopy;

Fig. 6 is similar to Fig. 4 with the internal slide valve in a position which permits the emergency air to operate the strut; and

Fig. 7 is an isometric partial cross sectional view of the internal slider valve.

Referrin now to Fig. 1, the numeral l0 indicates the cockpit section of the fuselage of an airplane having a sliding canopy enclosure l2. Canopy I2 is faired into the fuselage and windshield in the usual manner and is moved to an open or a closed position by sliding on rail l4, being guided by rollers l6 which keep it in correct alignment during fore and aft travel. The canopy I2 carries a fitting [8 which is mounted in such a manner that it will not interfere with other aircraft structure during canopy movement. The fitting I8 is attached to an endless cable 20 which rides around small pulley 22 and large pulley 24, the pulleys 22 and 24 being rotatably mounted on aircraft structure and spaced from each other at a distance sufficient to allow adequate fore and aft movement of canopy l2. Pulley 24 carries an integral pinion gear 26 which cooperates with a rack 28. A roller 30 which is mounted to the aircraft by an arm 32 insures positive engagement of the rack 28 with the pinion 26.

It can thus be seen that any linear movements of rack 28 will cause rotary movements of pinion 2E and the pulley 24. Rotation of pulley 24 moves the endless cable 20 thereby imparting linear motion to the canopy I2, the direction of motion of the canopy being dependent on the direction of travel of the rack 28.

The purpose of rack 28 is to transmit motionfrom the actuating strut 31 to the canopy. To this end the rack 28 is attached at its lower end 34 to cylinder 36 of the actuating strut 37. Cylinder 36 is slidable over hollow piston rod 38 which is rigidly fixed to aircraft structure by means of nuts 48 threaded onto the rod 38 which passes through web 42 of bracket 44. A hollow internal valve control rod 46, which is slidable within hollow piston rod38 and is connected to bell crank 48 by means of a slot 58 and pin 52, is provided to permit selective control of the actuating strut 31. The other end of bell crank 48 is interconnected by a link 54 to another bell crank 56 located in the cockpit of the aircraft and partially enclosed in a casing 58. A ball 60 is attached to position of the handle 60 is the position into which the handle 60 must be moved to close the canopy. The casing 58 carries five handle position notches which are shown in Fig. l as C, N, O, M, E and represent the closed, neutral, open, manual and emergency selective. positions, respectively. Posi-. tions C, I ,T, O and M represent the normal range of throw of the control with position E being used only in case of emergency. The effect of each of; these control handle positions on theoperation of the actuating mechanism will become apparent from the detailed descriptionofthe strut 31.

Referring now to Fig. 2 the actuatingstrut 31 primarily consists of a cylinder. 36, which. has

its closed end connected to the rack 28 and has a piston 64 slidably mounted therein,

The hollow piston rod 38 has one end firmly secured to the aircraft while the other end-of rod 38 is attached to the piston 64. Thus when fluid under pressureis admitted tothe-strut the piston 64 and the piston rod B Qremain stationary while, the cylinder-3E is actuatedto impart motion to he aqkl El-uid is. admitted to; and returned from the strut: 3 1 through the ports 58 and!!! which are located on the fi ge d hollow piston rod 38 Port 8;} is: connected topres surized hydraulic fluid in he aircraf h Pgrtir 2 the exit to the eiurnd h or. e. ra li system or th pla e Th ejhollow valvecontrol'rod 46 mentioned pr usly in co ction with Fig.1, is slidably memes-w thin we. news n rod 38 n is ipa rslci n s. hdalst r orm n n ul ar-clramb er lfi betweentheinternal-wall and in on s n chambe a '9 ms. az nar 1 e -annu ar space.

etw en ist n odbitami her l. rod 31. 3:) add tional: ann la m er.

135 'lhelan] cylinder 3,6; forme the- 1 2 1 hdhlos re for eto e en -0 is on r d. mbers omnish eafies wi h; o t. o. on ey- 'm h zv-v raulic f uid-hawthestrutto. he ircra t ydraul c sy tem.

e cylind 51$. ep n en p n; hy nl i l ancesto -.11 9: o. his. en e n n-is onrol ed y; he-sli ..3 -..$i .e v lv mil 6'- sctuated ir ct yyheri p as. he. move nd e 0.1 n h o pi 1: e o. roduce. he -.v r. s... mov m nts i e yl n er. .6 hydraulic. ui n r ess r mhst fed oz ith nchamber A. or c mberv B.

rod-inland the egrternal wall of valve port fl o a dh d ,12 and L4, to the central adjacent the. losed nd of h tsen bes cni ha th d rec i n. .ofveinehtznc esressu h me-d re ted h ide:

valve 99 which is located e 09 1 nd. onn t d l The IHQVBIHQIIPS o lqw: n ernal lve. od: arewm letelv; nd end ntn e ston- 4 that will become more apparent as the description progresses. Valve 90 carries two sets of ports 92 and 94, both sets being spaced apart and each consisting of a pair of holes drilled at right angles to each other and intersecting at the drilled passage-9|.

Piston 54 contains drilledipassages 9:6 and 98 on one side thereof which communicate with area 135 and passages I00. and I02 which communicate with area A. As shown in Fig. 2, ports 92 of valve 90 are in registry with ports 96 and 98, so that in. this position of the valve fluid is allowed to pass intc area Iii-thus causing the cylinder 36 to extend. As; the cylinder 36 extends due to hydraulic-fluid: entering area B, the fluid from area Ais. discharged through ports I00 and H12 into the annular chamber 86 and thence through port 1&2 to the return system. Extension of the cylinder and movement of the canopy toward the closedposition is efiectedv when th pilotscon- 'trol handle in the C position and the valve 9.0;

is. in the Fig. 2 position.

Fluid will continue to enter area B until the end of. the trave1 ofracklil isaccomplish dzor until thelslidevalvesll: is moved to th neutral, position.

To stop the flow of fluidto area B, the handle: Bil ismoved to the N position, thereb moving; valve 90. to a positiomwhereinport Bids-intermediate the pair of ports 95, Wand I110, I02 a; best. shown in- Fig, 3'. In, this position of; the; valve 90. no fluidis; allowedjofiowto either a a; A or area B- and thestrgutwill "be locked; against movement.

To-retr-act the cylinder 36;,' t1'16 1311.0 5?v mQVes handl to 1 h po ion. which: causes.- port 92 of slide valveflui -communicate with-ports: a d 02 (F her.ehya lQw rs fiuidunden p s t enter area; A he: .d.;. r om area -W'il h h h qher edthioushp rtz 95 and-8%. into chamber 859 andythroughport. 10;to,,.,the'-air pla aulic; ys m: therehv ctuatm in ow rdts. etrac ed. osi on.

en ahualh ra n of h anopy. is. desired. the pilotmoves handlefifl to thesMzposh. tion- This rih sthea move. msomthe; valve 90 El sa: in Q a no .lenrwhi hallowsa p 6 to mmhhi t. n rtdflniand port; 98 to comm-u cate-wi po11t;, L 2;,thus1allowin the fluid to fi -freely between-area A andareaBr t h rm tmanual m mentiosthe ylinder 35:

, ihecahc y- 1 As seen in Figs. 4 and 5 a chambpr-I-flfiisdormed b w en themsi emr ion .ofgcap; =88: and. the;end

- of; V l Z8: .0:.Whe1EVer. the valve is moved: away-1 fr cm the; cap; flihe pflrtsJDB and lll8;;.(also. seen in Fig. '7) are axially disposed-;thro.ugh.the; valve; Bil-$9; allow di iectcommunication between theqhamher: H15; and: chamber 8:5:thus prevent;- s; lu d: fr m ing.. nped in the. chamber-: 1 05-; dur smov menthi he valre .99..

In the event of an emergency exitairomthe:

' cockpit or when thehydraulic system has-.failed,

R -l. n. ither ide oip st n it To .6

plis h this the; s1 i de..V a 1ye- 90 (a det nv fiw. 0f. whichis shown; in Fig. 7) is -threaded;onto rod 6 in a ner that ermits omm nicatio ihee weeatheccnt al amber; aniofrod 4 B-ah flh the. pilot...pusheshandle; BDrto: the .E position; In; 1 h aposition 0.1"..the. control handle.- the, port: 941

(Fig. 6) of valve ;S.il;com1nunicates.with portsaififli and [0:21 inthe. piston.64;andxthe.= valve .is .in

its, extreme leftehand position abuttings; flange; lit) on the inner peripherymfithe hollow.-piston.= rod. 338:; When-handle 60 .is' moved to.- position' E,

a highpressure aironCOz supply-line. H2: (Fig;- D is opened as bell cramp-48;strikes-lever;M41 The; force. of the high pressure air. operates. the shuttlevalve I al 61130 vshuteoff rthe. supply-10f; hydraulic. fluid and permit the air .to flowintdporteilt The;-v

air under pressure then enters chamber 80 (Fig. 6), passes through port (also seenin Fig. 7) on the valve 90, thence flows through ports I and I02 into area A where the expanding air causes cylinder 36 to retract and move the canopy toward the open position. The hydraulic fluid in area B is vented under these .conditions through ports 56 and 98 into chamber I05 and through ports I05, I08 into chamber 86 and thence out of port 10 to the return hydraulic system.

As a result of this invention it is evident that a power operated mechanism has been provided which permits selective movement of an aircraft canopy to an open, closed or intermediate pc ition. V Further as a result of this invention a power operated fluid actuating mechanism has been provided for moving an aircraft canopy or the like which permits manual movement of the canopy by the operator and further provides for emergency operation with a separate auxiliary power source in the event of failure of the main source of power or in the event that rapid egress is necessary.

Still further, as a result of this invention, a remotely controlled strut mechanism has been provided for actuating a pilots cockpit canopy or the like wherein the strut has a multi-position valve incorporated therein for selectively operating the strut responsive to movement of the pilots manual control.

Although only a preferred embodiment of this invention has been described and illustrated, it will be evident that various modifications and changes can be made in the various parts and mechanism without departing from the scope of this novel concept.

We claim:

1. In an airplane, a slidable cockpit canopy, a

power operated actuating strut for moving said canopy between open and closed positions and locking said canopy intermediate said positions including a valve incorporated within said strut, two sources of power each having a fluid transmitting connection with said valve for actuating said power operated strut, means common to both of said fluid connections for normally maintaining fluid communication between one of said sources and said valve and arresting communication between the other of said sources and said valve, pilot operated control mechanism operatively connected to said valve having a normal range of positions and an emergency position beyond its normal range, said mechanism in its normal range controlling said valve to direct power to either side of said strut and to lock said strut while said maintaining means is effective, and means associated with said pilot operated control mechanism and said valve operative when said control mechanism is moved to said emergency position for reversing said maintaining means to open fluid communication from the other of said sources through said valve to one side of said strut.

2. In an airplane, a sliding cockpit canopy, a fluid operated actuating strut for moving said canopy in two directions, a source of hydraulic fluid under pressure, a valve incorporated within said strut for selectively directing hydraulic fluid to either side of said strut to move said canopy in either of said directions, pilot operated control means operatively connected to said valve and having a normal range of control for moving said canopy in either of said directions, a source 6 of gaseous fluid under pressure, and mechanism for directing said gaseous fluid to said strut to move said canopy in one of said directions in response to operation of said control means beyond said normal control range.

3. In an airplane, aslidable cockpit canopy, an actuating strut operatively connected to said canopy, sources of hydraulic fluid and gaseous fluid under pressure, valve means incorporated within said strut for selectively directing fluid to said strut to move said canopy and to hydraulically lock .said canopy, means for normally maintaining fluid communication between said source of hydraulic fluid and said valve andrestricting fluid communication between said source of gaseousfluid and said valve, pilot operated means operatively connected to said valve having a normal range of movement and an emergency position beyond said normal range, said valve being selectively positioned by said pilot operated means when the same is moved within its normal range of movement to direct fluid to either end of said strut and to lock said strut and being positioned by said pilot operated means when the same is moved to said emergency position to direct fluid to one end of said strut to open said canopy, and mechanism operatively associated with said pilot operated means for overriding said maintaining means to admit gaseous fluid to said valve when said pilot operated means is moved to its emergency position.

4. In an airplane according to claim 6 wherein the mechanism operative in response to movement of the pilot operated means to its emergency position directs said gaseous fluid to said valve and also cuts off the flow of hydraulic fluid to said valve.

5. In a fluid operated strut adapted to actuate an aircraft cockpit canopy, a movable cylinder, a rack rigidly attached to one end of said cylinder and operatively connected to the canopy, a stationary piston having adepending hollow piston rod, a source of fluid under pressure, port means carried by said rod for admitting fluid from said source to said strut, a valve within said rod adjacent said piston for directing said fluid to either side of said piston, a member axially disposed within said rod for manually controlling said valve including a central bore for returning fluid from said strut, and means carried by said valve for placing both sides of said piston in fluid communication to permit manual movement of said cylinder.

6. In a fluid operated strut for moving an airplane cockpit canopy and adapted to be selectively actuated by fluid from either of two sources, a cylinder, a piston within said cylinder, a hollow piston rod attached to said piston, a valve slidable within said rod having a normal range of movement for directing the flow of fluid to either side of said piston, an abutment on said rod for limiting the movement of said valve to effect an emergency position of the same beyond said normal range of movement for directing fluid to one side of said piston, fluid connections from each of said sources to said valve including a shuttle valve member common to both connections and normally maintaining a position to provide fluid communication between one said sources and said valve and restricting fluid communication between the second of said sources and said valve, means carried by said valve for providing fluid communication between both sides of said piston, valve means closed during the normal range of movement of said valve tor g'ovemin'g' the fluid communicationbetweenthesecon'dof seid sourcs' and said shuttle valve member-,- an' control member fox-"manually: movin sa-id valve wichin-it's -normafl' rangcof movement and into its emergency position, and -meansass0- ciated with said 'controL member" and operative when saidvvalve is moved into its emergency p'osi tionby. said control: member for opening; said valve -means on: said second= of said sources and reversing the positioi l" of said shuttle valve;

7; In a fluid operated strut; for moving: on mitnlanc eockpit cancpyancil'adapted to be actuated by: fiuid= under p ressurc frcm either of two sources; a cylinder, a piston within. said cylinden, a hollowpiston rod attached tosaid piston including passages for admitting fluid: therein andhavin'g'a closure 'at -one end; a; valve" slidable within said rod adjacentsaid c1osu r-e:-fdr directing: the flow of fluid from-One of said sources to either. sideof said piston, aLhollow control member'withinsaid rod for manually moving said valveincluding a-- central bore for" exhausting fiiiid fiiom eithei' side of s'aid piston;- ports carried by said valvefor: providing" fluid communication tietwe'en both' sides of said piston to permit manual operation of said strut;- and portmeans included in said valve and continuously in registry witl-I bore for el'iminatiim' fluid' entrain ment between: said-valve and. thc-cibsure om said piston rod:-

J NELSDN;

REFERENCES CITED The following references are of record'i-nfhe fileof this patent? 

